LAX01FA101

A midair collision occurred between the Cessna 152 and a Cessna 172, which were flying between 800 and 1,000 feet above the ocean in an established student training practice area. The flight instructors and their respective students lost control of their airplanes, which descended into the ocean and sank. An eyewitness in a ship observed the airplanes seconds prior to the collision. The witness stated that "one plane appeared to bank and turn directly into the other plane." Another witness, who was airborne in a helicopter, reported that before the impact he had observed one of the airplanes performing counterclockwise orbits, like a turn about a point ground reference maneuver. This airplane had completed several circles when it collided with another airplane that was flying in a westerly direction. Neither the Cessna 152's empennage nor the Cessna 172's engine was recovered. Radar tracks for the airplanes could not be determined. The collision occurred in a near head-on trajectory, based upon the severity of the impact damage to the leading edge of the Cessna 152's right wing, the lack of impact damage in the Cessna 172's aft fuselage and empennage, the witness statements, and the locations where the airplanes were found (the Cessna 152 was west of the Cessna 172).

A midair collision occurred between the Cessna 152 and a Cessna 172, which were flying between 800 and 1,000 feet above the ocean in an established student training practice area. The flight instructors and their respective students lost control of their airplanes, which descended into the ocean and sank. An eyewitness in a ship observed the airplanes seconds prior to the collision. The witness stated that "one plane appeared to bank and turn directly into the other plane." Another witness, who was airborne in a helicopter, reported that before the impact he had observed one of the airplanes performing counterclockwise orbits, like a turn about a point ground reference maneuver. This airplane had completed several circles when it collided with another airplane that was flying in a westerly direction. Neither the Cessna 152's empennage nor the Cessna 172's engine was recovered. Radar tracks for the airplanes could not be determined. The collision occurred in a near head-on trajectory, based upon the severity of the impact damage to the leading edge of the Cessna 152's right wing, the lack of impact damage in the Cessna 172's aft fuselage and empennage, the witness statements, and the locations where the airplanes were found (the Cessna 152 was west of the Cessna 172).

History of flight

On February 15, 2001, about 1540 Pacific standard time, a midair collision occurred between a Cessna 152, N68763, and a Cessna 172N, N4686G, over the Pacific Ocean about 6 nautical miles (nm) south of the Long Beach Municipal Airport, Long Beach, California. Witnesses reported that following the collision both airplanes entered uncontrolled descents, impacted the water, and sank. The airplanes were rented from and operated by the same flight school, the Long Beach Flying Club & Flight Academy, and were destroyed. In each airplane a Long Beach Flying Club certified flight instructor (CFI) and a student sustained fatal injuries. Visual meteorological conditions prevailed, and no flight plans were filed. The airplanes were operated under the provisions of 14 CFR Part 91 as instructional flights. The Cessna 152 departed from the Long Beach airport about 1513, and the Cessna 172 departed 13 minutes earlier.

At the time of the midair collision, a ship captain was located about 0.6 nm south of the entrance to the Long Beach harbor's eastern breakwater gate. The captain reported that he observed two airplanes flying about 0.3 miles south of the gate. He stated "one plane appeared to bank and turn directly into the other plane." Thereafter, they both descended into the water.

Several additional crewmembers on the ship with the captain also observed the collision. In summary, one crewmember verbally reported that the airplane flying westbound was smaller than the other airplane. Another crewmember reported that he believed one of the airplanes collided with the other airplane's tail section. After the collision, one of the airplanes spiraled out of control in an easterly direction, while the other airplane dove straight into the ocean on the west side of the channel.

An air taxi helicopter pilot, who was located near the Queen Mary, and who was departing with passengers for a southbound flight to Catalina, also observed the midair collision. The pilot reported that he observed two similar airplanes flying in the vicinity of the breakwater. One of the airplanes was performing counterclockwise orbits, like a turn about a point ground reference maneuver. This airplane had completed several circles over the same area. The other airplane was flying westbound in straight and level flight. However, the air taxi pilot indicated that he had only observed this airplane for 1 second before the impact occurred. The airplanes were between 800 and 1,000 above the ocean when they collided about 1540.

Personnel information

Cessna 152 Crew.

The CFI worked for the operator on a freelance basis. He held a commercial pilot certificate with the following ratings: airplane single and multiengine land, and instruments. The pilot also possessed a CFI certificate for single engine airplanes. His last first-class aviation medical certificate was issued without restrictions in January 2001, at which time the pilot reported his total flight time was about 500 hours.

The student held a private pilot certificate with the following rating: glider. His last third-class aviation medical certificate was issued without restrictions in June 1999, at which time the pilot reported his total flight time was about 15 hours.

Cessna 172 Crew.

The CFI worked for the operator on a freelance basis. He held a commercial pilot certificate with the following ratings: airplane single and multiengine land, and instruments. The pilot also possessed a CFI certificate for single and multiengine airplanes, and instruments. His last second-class aviation medical certificate was issued in September 2000, with the limitation that he "must wear corrective lenses for near and distant vision." On the issuance date, the pilot reported that his total flight time was about 8,300 hours.

The student held a private pilot certificate with the following rating: airplane single engine land. His last second-class aviation medical certificate was issued without limitations in June 2000, at which time the pilot reported his total flight time was about 320 hours.

The student's personal flight record logbook was recovered from the airplane wreckage, and by the accident date his total logged flight time was 349.9 hours. In pertinent part, the logbook indicated that the student's last recorded flight occurred on February 1, 2001, with the accident CFI. On six occasions from September 6 to February 1, the accident CFI had signed the student's logbook indicating that he had given the student dual flight instruction. In the "Remarks" section of the logbook for the last lesson, the CFI wrote the following statement: "Coordination Exercises. Chandelles, Steep Turns." The reference to performance of chandelles and steep turns was also noted on previous lessons by this CFI.

Aircraft information

Both airplanes were maintained by the operator on an annual and 100-hour inspection basis. The operator was unaware of any outstanding squawks on either airplane. However, the daily squawk sheets were kept in the airplanes and were not recovered.

Federal Aviation Administration (FAA) personnel reviewed the airplanes' maintenance logbooks. No current discrepancies were noted.

Meteorological information

At 1556, the Long Beach Municipal Airport reported its weather conditions as follows: few clouds at 3,500 feet; broken ceiling at 25,000 feet; visibility 10 miles; and wind from 190 degrees at 9 knots. The temperature/dew point was 57/43 degrees Fahrenheit.

Communication

The FAA reported that none of its facilities had any communications with either of the accident airplanes following their departure from the Long Beach Municipal Airport.

Wreckage and impact information

The Cessna 152's main wreckage was found south of the Long Beach breakwater, and on the west side of the Queens Gate entranceway into the San Pedro Bay (Long Beach channel), at the following (approximate) global positioning satellite (GPS) coordinates: 33 degrees 43.169 minutes north latitude by 118 degrees 11.145 minutes west longitude. The wreckage was about 60 feet below sea level. The right aileron was found separated from the main wreckage.

The Cessna 172's main wreckage was also found south of the Long Beach breakwater. It was located on the east side of the Queens Gate entranceway into the San Pedro Bay (Long Beach channel) about 1,700 feet east-southeast (109 degrees, magnetic) from the Cessna 152, at the following (approximate) GPS coordinates: 33 degrees 43.021 minutes north latitude by 118 degrees 10.862 minutes west longitude. The wreckage was about 75 feet below sea level. The Cessna 172's location was located about 2,315 feet south (174 degrees, magnetic) of the east side of the Queens Gate entranceway into the San Pedro Bay (south of East Light FI R 2.5s).

Medical and pathological information

The Cessna 152's crewmembers were recovered from the ocean on April 30, 2001. The Cessna 172's crewmembers were recovered on the day after the accident, February 16, 2001.

Postmortem examinations of the four crewmembers were performed by the Los Angeles County Coroner's Office. The toxicological examinations were performed by the FAA's Toxicology and Accident Research Laboratory, which reported the following results:

Cessna 152 crew.

Ethanol was found in both crewmembers. The laboratory manager reported that its presence was from postmortem formation and not from ingestion; putrefaction was evident in the specimens. No evidence of drugs was found.

Cessna 172 crew.

No evidence of drugs or ethanol was found in specimens from the crewmembers. The laboratory manager reported that the specimens from the student exhibited putrefaction.

Tests and research

Flight School Information and Procedures.

The operator, Candace A. Learned Enterprises, Inc., was doing business under an FAA air carrier operat

History of flight

On February 15, 2001, about 1540 Pacific standard time, a midair collision occurred between a Cessna 152, N68763, and a Cessna 172N, N4686G, over the Pacific Ocean about 6 nautical miles (nm) south of the Long Beach Municipal Airport, Long Beach, California. Witnesses reported that following the collision both airplanes entered uncontrolled descents, impacted the water, and sank. The airplanes were rented from and operated by the same flight school, the Long Beach Flying Club & Flight Academy, and were destroyed. In each airplane a Long Beach Flying Club certified flight instructor (CFI) and a student sustained fatal injuries. Visual meteorological conditions prevailed, and no flight plans were filed. The airplanes were operated under the provisions of 14 CFR Part 91 as instructional flights. The Cessna 152 departed from the Long Beach airport about 1513, and the Cessna 172 departed 13 minutes earlier.

At the time of the midair collision, a ship captain was located about 0.6 nm south of the entrance to the Long Beach harbor's eastern breakwater gate. The captain reported that he observed two airplanes flying about 0.3 miles south of the gate. He stated "one plane appeared to bank and turn directly into the other plane." Thereafter, they both descended into the water.

Several additional crewmembers on the ship with the captain also observed the collision. In summary, one crewmember verbally reported that the airplane flying westbound was smaller than the other airplane. Another crewmember reported that he believed one of the airplanes collided with the other airplane's tail section. After the collision, one of the airplanes spiraled out of control in an easterly direction, while the other airplane dove straight into the ocean on the west side of the channel.

An air taxi helicopter pilot, who was located near the Queen Mary, and who was departing with passengers for a southbound flight to Catalina, also observed the midair collision. The pilot reported that he observed two similar airplanes flying in the vicinity of the breakwater. One of the airplanes was performing counterclockwise orbits, like a turn about a point ground reference maneuver. This airplane had completed several circles over the same area. The other airplane was flying westbound in straight and level flight. However, the air taxi pilot indicated that he had only observed this airplane for 1 second before the impact occurred. The airplanes were between 800 and 1,000 above the ocean when they collided about 1540.

Personnel information

Cessna 152 Crew.

The CFI worked for the operator on a freelance basis. He held a commercial pilot certificate with the following ratings: airplane single and multiengine land, and instruments. The pilot also possessed a CFI certificate for single engine airplanes. His last first-class aviation medical certificate was issued without restrictions in January 2001, at which time the pilot reported his total flight time was about 500 hours.

The student held a private pilot certificate with the following rating: glider. His last third-class aviation medical certificate was issued without restrictions in June 1999, at which time the pilot reported his total flight time was about 15 hours.

Cessna 172 Crew.

The CFI worked for the operator on a freelance basis. He held a commercial pilot certificate with the following ratings: airplane single and multiengine land, and instruments. The pilot also possessed a CFI certificate for single and multiengine airplanes, and instruments. His last second-class aviation medical certificate was issued in September 2000, with the limitation that he "must wear corrective lenses for near and distant vision." On the issuance date, the pilot reported that his total flight time was about 8,300 hours.

The student held a private pilot certificate with the following rating: airplane single engine land. His last second-class aviation medical certificate was issued without limitations in June 2000, at which time the pilot reported his total flight time was about 320 hours.

The student's personal flight record logbook was recovered from the airplane wreckage, and by the accident date his total logged flight time was 349.9 hours. In pertinent part, the logbook indicated that the student's last recorded flight occurred on February 1, 2001, with the accident CFI. On six occasions from September 6 to February 1, the accident CFI had signed the student's logbook indicating that he had given the student dual flight instruction. In the "Remarks" section of the logbook for the last lesson, the CFI wrote the following statement: "Coordination Exercises. Chandelles, Steep Turns." The reference to performance of chandelles and steep turns was also noted on previous lessons by this CFI.

Aircraft information

Both airplanes were maintained by the operator on an annual and 100-hour inspection basis. The operator was unaware of any outstanding squawks on either airplane. However, the daily squawk sheets were kept in the airplanes and were not recovered.

Federal Aviation Administration (FAA) personnel reviewed the airplanes' maintenance logbooks. No current discrepancies were noted.

Meteorological information

At 1556, the Long Beach Municipal Airport reported its weather conditions as follows: few clouds at 3,500 feet; broken ceiling at 25,000 feet; visibility 10 miles; and wind from 190 degrees at 9 knots. The temperature/dew point was 57/43 degrees Fahrenheit.

Communication

The FAA reported that none of its facilities had any communications with either of the accident airplanes following their departure from the Long Beach Municipal Airport.

Wreckage and impact information

The Cessna 152's main wreckage was found south of the Long Beach breakwater, and on the west side of the Queens Gate entranceway into the San Pedro Bay (Long Beach channel), at the following (approximate) global positioning satellite (GPS) coordinates: 33 degrees 43.169 minutes north latitude by 118 degrees 11.145 minutes west longitude. The wreckage was about 60 feet below sea level. The right aileron was found separated from the main wreckage.

The Cessna 172's main wreckage was also found south of the Long Beach breakwater. It was located on the east side of the Queens Gate entranceway into the San Pedro Bay (Long Beach channel) about 1,700 feet east-southeast (109 degrees, magnetic) from the Cessna 152, at the following (approximate) GPS coordinates: 33 degrees 43.021 minutes north latitude by 118 degrees 10.862 minutes west longitude. The wreckage was about 75 feet below sea level. The Cessna 172's location was located about 2,315 feet south (174 degrees, magnetic) of the east side of the Queens Gate entranceway into the San Pedro Bay (south of East Light FI R 2.5s).

Medical and pathological information

The Cessna 152's crewmembers were recovered from the ocean on April 30, 2001. The Cessna 172's crewmembers were recovered on the day after the accident, February 16, 2001.

Postmortem examinations of the four crewmembers were performed by the Los Angeles County Coroner's Office. The toxicological examinations were performed by the FAA's Toxicology and Accident Research Laboratory, which reported the following results:

Cessna 152 crew.

Ethanol was found in both crewmembers. The laboratory manager reported that its presence was from postmortem formation and not from ingestion; putrefaction was evident in the specimens. No evidence of drugs was found.

Cessna 172 crew.

No evidence of drugs or ethanol was found in specimens from the crewmembers. The laboratory manager reported that the specimens from the student exhibited putrefaction.

Tests and research

Flight School Information and Procedures.

The operator, Candace A. Learned Enterprises, Inc., was doing business under an FAA air carrier operat